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One of the workmen devised a very simple new method for making this gear in which the scrap was only one per cent. Again, the camshaft has to have heat treatment in order to make the surface hard; the cam shafts always came out of the heat-treat oven somewhat warped, and even back in 1918, we employed 37 men just to straighten the shafts.
The cam-shaft is hollow, and serves as a channel for the conveyance of lubricating oil to each of the camshaft bearings. At the forward end of this shaft there is also mounted an air pump for maintaining pressure on the fuel supply tank, and a bevel gear tachometer drive. Lubrication of the engine is carried out by a full pressure system.
Extending immediately below the camshaft is another vertical shaft, driven by bevel gears from the crank-shaft, and terminating in a worm which drives the multiple piston oil pumps. The cylinders are made from steel forgings, as are the valve chamber elbows, which are machined all over and welded together.
The cam shaft is carried in a special bronze casing, seated on the immediate top of the cylinders, and a vertical shaft is interposed between crankshaft and camshaft, the latter being driven by bevel gearing. On this vertical connecting-shaft the water pump is located, serving to steady the motion of the shaft.
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